Alvis ca paigns for sales
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by Toby Clark • Alvis Unipower's latest vehicle is a "tank transporter for the 21st Century" that can move the heaviest main battle tanks. The MI18875 can carry tanks weighing 75 tonnes at up to 50mph.
With a GCW of 122 tonnes, and an overall length of 25 metres, the 8x8 artic can transport the latest main battle tanks, such as the Challenger 2 and MI Abrams, while being flexible enough to carry a pair of light infantry carriers.
It could find sales throughout Europe and the Middle East; the first hurdle is a competitive trial in Abu Dhabi this summer where it will compete against Oshkosh, MAN, Tatra and others over 1,200km of tarmac. washboard roads and gravel, at temperatures of around 50°C.
The prize is an order for at least 120 vehicles, and possibly as many as 220.
If Alvis succeeds it would represent the most valuable export order ever for a UK truck manufacturer. UK sales may come through the PEI (Private Finance Initiative): the Mon could end up leasing around 120 Unipower trucks.
Developing a vehicle as expensive as this one needs to be a collaborative venture: in this case, Unipower worked with French trailer manufactur er Nicolas and engine builder Cummins.
The trailer was designed by Nicolas, which supplies suspension and other components, while the welded steel structure is fabricated in the UK by Universal Engineering.
Total UK content of the trailer is around 65%, and final assembly of the truck is handled by Alvis' Coventry plant.
The Cummins QSK19 engine is a 19-litre straight-six with high-pressure fuel injec
8x8 tion and CELECT electronics. Rated at 750hp, this engine is more usually seen in industrial machinery and dieselelectric railcars. In this application four fanequipped radiators (as well as oil and fuel coolers) enable it to operate at up to 55°C.
The two steer-drive axles are built by Kirkstall, while the rear bogie is Unipower's own—a Scammell design. Power goes through a five-speed ZF automatic box and a two-speed transfer box. Cross and inter-axle diff locks are fitted to all axles.
The transporter can theoretically start on a 45% gradient in low range: in practice, it can negotiate a 33% (1-in-3) slope even in high range.
The tractive unit is impressive, but the all-terrain trailer is extraordinary.
With six rows of four wheels, and fat 445/65R 19.5 tyres, it complies with the 12-tonnes-peraxle load limit enforced in the Eli and elsewhere.
The inter-connected, hydraulic pendular suspension gives enormous wheel travel (about 0.75m), and the rearmost four axles are hydraulically steered, for a minimum turning circle of around 28m. Ride height can be adjusted by 200mm, and wading depth is 1.2m; the same height as the 13m long load deck in road trim.
Driving impressions
The high-mounted crew cab gives a good view and is reasonably comfortable. Noise levels are acceptable and a 7kW air-conditioning unit is fitted for desert use. Driving is simplicity itself: the box is a straightforward automatic, and the steering is light—too light, perhaps, as it feels vague on tarmac. But this is what you would expect of such massive off-road tyres.
The engine revs surprisingly well, but the gearbox needs tuning: at the full-power shift point of around 2,000rpm every upshift comes in with an almighty thump (Unipower says that this will be cured). The brakes are powerful but noisy.
Even freighted to 108 tonnes with a Chieftain on the trailer, there is no shortage of power; standing-start acceleration is excellent and the combination romped up a 1-in-10 slope. It also coped well with a twisty, off-camber road, and the steering trailer makes it quite manoeuvrable—just regard the second axle as the pivot point.
It's a hugely impressive, impressively huge machine.